1. 1 Copyright © 2010 by Vehicle Projects Inc Arnold R. Miller, PhD President Vehicle Projects Inc Denver, Colorado, USA NHA Hydrogen Conference & Expo Long Beach, CA 5 May 2010 Hydrogen Fuel-Cell Railway Locomotive for the Los Angeles Basin

2. 2 Copyright © 2010 by Vehicle Projects Inc Completed locomotive at unveiling to press on 29 June 2009 HYBRID-FUELCELL SWITCH LOCOMOTIVE

3. 3 Copyright © 2010 by Vehicle Projects Inc  Marries best features of conventional locos (electric and diesel) but avoids their disadvantages: - Zero chemical and low acoustic emissions at the vehicle (like electric loco) - Relatively low infrastructure cost (linear fuel infrastructure like diesel) - Zero total CO 2 emissions if primary energy is renewable or nuclear - More efficient overall than diesel or electric  Current issues: - Relative high cost of fuelcells - Entrenched competing technologies and fuels - Hydrogen storage WHY FUELCELL RAIL?

4. 4 Copyright © 2010 by Vehicle Projects Inc WHY HYBRID? DUTY CYCLE OF SWITCH LOCO *Mean power computed over 20-h interval Mean* = 75 kW

5. 5 Copyright © 2010 by Vehicle Projects Inc HIGH-POWER FUELCELL VEHICLE DEVELOPMENT Coal loco metal- hydride storage Vehicle Projects Inc has a unique history (since 1998) of developing large fuelcell vehicles Fuelcell mine locomotive, a non-hybrid 2002 Coal fuelcell-hybrid powerplant (to be repackaged) FC coalmine locomotive (project in progress)

6. 6 Copyright © 2010 by Vehicle Projects Inc An industry-government partnership has developed a prototype fuelcell-hybrid switch locomotive that will: Reduce air and noise pollution in urban rail applications, including seaports. (Demonstrated in the Los Angeles Basin) Serve as a mobile backup power source (“power-to-grid”) for military bases and civilian disaster relief efforts. SWITCH LOCOMOTIVE PROJECT OBJECTIVES

7. 7 Copyright © 2010 by Vehicle Projects Inc 31 July 2008, BNSF Topeka System Maintenance Terminal FUELCELL LOCOMOTIVE UNDER CONSTRUCTION

8. 8 Copyright © 2010 by Vehicle Projects Inc 240 kW (continuous net) fuelcell prime mover 70 kg hydrogen at 350 bar at roofline Traction battery allows transients above 1 MW 9 thousand kg extra ballast to bring to 130 tonne (287 thousand lb) CAD MODEL OF FUELCELL-HYBRID LOCO Ballast Hydrogen tanks Traction battery Radiators Fuelcell powerplant

9. 9 Copyright © 2010 by Vehicle Projects Inc EXPANDED VIEW OF VEHICLE Radiator module Fuelcell powerplant Power electronics Hydrogen storage Battery ventilation module Ballast

10. 10 Copyright © 2010 by Vehicle Projects Inc IMPACT TESTING 750,000 lb consist with last car braked Test conducted by Transportation Technology Center, Inc, in Pueblo, CO Tested at 5.1 mph at full gas pressure (3.8 mph with fuelcell operating)

11. 11 Copyright © 2010 by Vehicle Projects Inc HYDROGEN REFUELING STATION AT TTCI

12. 12 Copyright © 2010 by Vehicle Projects Inc DEMONSTRATION AT BNSF COMMERCE YARD Hydrogen Refueling Station

13. 13 Copyright © 2010 by Vehicle Projects Inc POWER IN RAILYARD

14. 14 Copyright © 2010 by Vehicle Projects Inc “Clean diesels” with exhaust after-treatment have many issues: space claim, complexity, reliability, efficacy Catenary-electric locos –Having heat-engine prime movers, are energy inefficient –Usually are a large GHG emitters –Have very high infrastructure costs (US$6-8 million/mile) COSTS Fuelcell costs must be compared to total costs – capital, operating, maintenance, & social – of conventional technologies

15. 15 Copyright © 2010 by Vehicle Projects Inc AIR PRODUCTS’ HYDROGEN PIPELINES Serves 7 gasoline refineries in LA 26 km length 400 thousand kg/day of H 2

16. 16 Copyright © 2010 by Vehicle Projects Inc Mean cost of diesel fuel currently is around $2.60/gal 1 kg hydrogen is equivalent to approx. 1 gal of fossil fuel in energy content Hydrogen from the Air Products’ LA pipeline costs $2-3/kg Based on energy content, hydrogen fuel cost today is equiv to diesel fuel ($2-3/gal) FUEL COSTS (HYDROGEN FROM LA PIPELINE)

17. 17 Copyright © 2010 by Vehicle Projects Inc Parameter*Value Gross power operating range0 – 250 kW Mean gross power115 kW Mean net power95.7 kW Mean fuel usage5.73 kg / hour Vehicle fuel capacity @ 20 °C 67.0 kg Mean refueling interval11.1 hours Balance of plant parasitic losses~ 17% Mean operating thermal efficiency (net power/ hydrogen heating value) 41% (HHV) 49% (LHV) *Power data based on 4 days of operation; fuel data based on 8 days of operation PERFORMANCE

18. 18 Copyright © 2010 by Vehicle Projects Inc RESULTS Locomotive is complete and has over 120 h operating time Zero emissions in the urban railyard Silent in cab; allows unstrained conversation beside power compartment With hydrogen from LA pipeline, energy cost would be comparable to or lower than diesel: ~ $2-3/gal equivalent